High-capacity twin-friction draft-gear.



J. F. OCNNR.

HIGH CAPACITY TWIN TRTGTTON DRAFT GEAR.

APPLICATION FILED DC.13, 1913. 1,1 30,998. Patented Mar. 9, 1915.

2 SHEETS-SHEET 1.

J. E. OCONNOR. HIGH CAPACITY TWIN FRICTION DRAFT GEAR.

IIIIIIIIIIIIIIIII EG.13.1913. 1,130,998. Patented Mar.9,1915.

2 SSSSSSSSSS BT Z.

INVENTOR. mWITIg/SSES. J0/2/7 f@ 60N/70K BY A MAM% (Kw4 M ff/J ATTORNEYS Y' UTNTTED STATES PATENT OFFICE.

JOHN F. O'CONNOB., 0F CHICAGO, ILLINOIS, SBIGNOB T0 WILLIAM H. MINER, Ol' CHICAGO, ILLNOS.

HIGH-CAPACITY T'WIN-FRICTION DRAFT-GEAR.

Specification of Letters Patent.

Patented M ar. 9, 1915.

Application led December 13, 1913. @Grial No. 808,390.

J-a citizen of the United States, residing in Chicago, in the countl; of Cook and State of Illinois, have invented a new and useful Improvement in High-Capacity Twin-Friction Draft-Gears, of which the following is a specification.

This invention relates to improvements in high capacity twin friction draft gears.

One object of the invention is to provide a draft gear for railway cars of high capacity having a twin arrangement of friction mechanisms in combination with preliminary compression devices.

Another object of the invention is to provide a gear of the type above indicated in which'the twin sets of friction mechanisms are arranged vertically one above the other. The invention furthermore consists in the improvements in the parts and devices and in the Inovel combinations of the parts and devices herein shown, described or claimed. In the drawing forming a part of this specification, Figure 1 is a part plan and part horizontal section on the line 1 1 of Fig. 2, of a 4lraft gear embodying my improvements. Fig. 2 is a part Side elevation and part vertical section on line 2--2 of Fig. 1. Fig. 3 is a transverse vertical section taken on the line 3-3 of Fig. 1 and Figs. 4 and 5 are detail perspective views of the two cases.

Insaid drawing 10, 10 denote the center sills, the same having secured thereto'upper and lower sets of front stops 13, said stops and sills being slotted to receive a key 14 therethrough and to permit the same to slide freely backward and forward therein. The key 14 unites the rear end of the coupler 15 to a pair of longitudinally extending links 16, the latter being also slotted as at 17 to receive the key 14 and also to permit it to slide rearwardly therein. The center sills are also slotted as at 18 and surrounding the slots on the outsides of the sills and secured theretp are castings 19 each provided with a flange 20 forming a slot 21 in which is slidably mounted another key 22, the latter also passing through suitable slots in the links 1G, see Fig. 1. As will be understood, the links 1G and key 22 form a. yoke which acts in the usual manner. The rear end of the draw-bar abuts the front follower 23 which is vertically elongated and on its rear face engages a pair of wedges or spreaders 24 of two friction mechanisms,l hereinafter described. y

The draft gear proper comprises a main case .25 having a pair of parallelly arranged spring chambers or pockets 26, one above the other; a pair .of similarly arranged friction shells 27 in each of which are slidably mounted a plurality of friction shoes 28, each set of shoes coperating with a wedge or spreader 24. Each therein a pair of nested main springs 29 and 30 operating against the rear ends of the friction shoes to resist movement thereof. A pair of retaining bolts 31 are also prospring chamber has located.

vided which extend through the friction elements and the rear wall 32 of the casing 25. From the rear wall 32 of the casing 25 extend a pair of' parallel cylindrical spring pockets 33, see Fig. 4, in cach of which is adapted to be seated a pair of nested preliminary compression springs 34, the opposite ends of said springs 34 of each set being engaged by the inner face of the rear wall 35 of another casing 36 which is provided with cylindrical pockets-37, 37 that telescope over the spring chambers 33 of the main casing 25. The casing 36 is provided with a pair or forwardly extending arms or wings 38 which slide and operate in correspondingly shaped and located grooves or channels 39 centrally located on the sides of the main casing 25. The arms 38 and the web of the main casing 25 betweenthe two sets of upper and lower spring chambers are slotted, respectively, at 40 and 41 through which the key 22 extends, it being noted that the slots 40 and 41 are longer than the width of the key 22 to permit the latter to have movement therein. The parts are adapted to be suitably supported by means of a saddle plate 44 which may be of usual construction and attached in the orflinary manner.

The parts are assembled as indicated in the drawing and, as will be evident, the key 22 engages the rear portions of the flanges 20 of the casings 19 and the preliminary or auxiliary compression springs 31 will hold the two casings 25 and 3G separated to the extent indicated most clearly in Fig. 2. At the same time the wedges or spreaders of the friction mechanisms will be in firm engagement with the rear side of'the front follower 23.

The operation is as follows: Under buff, the draw-bar will push the front follower 23 backward,whichA in turn will cause a bodily moyement of the main casing 25 with the main springs and friction mechanisms contained therein since the resistance of these parts to compression is greater than the lresistance of the sets of springs 34. Dui-lng buiiing movement, the casing, which acts as a rear follower, will be prevented; from rearward movement on account of the key and accordinglyuthe sprin' s 34 will be compressed until `the shoult ers 42 of the 'main casing 25 come into' cdi'ltact .with 'the coperating' shoulders or bnmnts 43 on the other casing 36, this onspreventing setting or over-compresthe springs 34. At this point in the ifip tion, the casing 25 will be prevented rinpsurther rearward movement ard the friction mechanisms therein will come into RCOH, thusabsorbing the greater part of ths'buiing shock. Under pull, the drawb'r through the key 14 will pull the links liand key 22 forwardly, the front follower by the Vfront stops 13. During st part of thev pulling movement the mail; casing Efrwill be held stationary until the preliminary springs 34 are compressed and the two casings 25 and 36 telescoped lto the fullest extent. A continued forward movement causes the two casings 25 and 36 tdmove in unison, thus bringing the twin sets of friction mechanisms into action.

From the preceding description it will be 'll-seen that the gear which I have provided -is .imder either buil" or pull.

fofextremely `high capacity and yet is so arranged that it has an easy starting action It will also be noted that the forces transmitted to the p ar under buff are applied centrally to the front follower' and that the resistance to the latters movement by the wedges or spreaders 24 'is'exerted' relatively near to the center line of thrust, thus minimizing `the bendinguforces on the front follower. .By 1'en'1oving-the back key 22, the rear casing 36 with the preliminary'compression springs associated therewith may also be removed without the necessity of removing the main casing 25. The entire arrange ment is also 'very compact and yeasy `to install. l

Although I have herein shown and described what I now consider the preferred embodiment of my improvement, yet it will be understood that variouschanges and modifications may be made without departing from the spirit of the invention, and all such changes and modilications are contemplated as come within the scope of the claims appended hereto.

l claim:

1. In a draft gear, in combination.: a

draw-bar; links lconnected therewith; two casings longitudinally movable with respect to each other andhaving preliminary compression springs interposed therebetween; a key connecting said links and passing Aj through slots in both-of said casings; and twin arranged friction mechanisms in one of said casings, substantially as specified.

2. A draft gear includin in combination: a draw-bar; a front ollower; links connected with said draw-bar; a casing having main spring chambers in' twin arrangement therewithin one above the other, said casing having also friction shells inl alinernent with the spring chambers; springs within said chambers; friction shoes and spreaders within the friction shells, the spreaders being in engagement with the frontv follower; another casing located at the rear of said first named casing; preliminary compression springs interposed between said casings; land a key connecting said casings and links, substantially as specified.

3.v In a draft gear, in combination: a draw-bar; two casings longitudinally movrable with respect to each other; preliminary compression springs "interposed between said casings; a key passing through slots in both of said caslngs to thereby hold the same together; twin arranged friction mechanisms in oneof said casings; and means connected with the draw-bar for operating said casings and compressing the springs and friction mechanisms.

4. ln a draft gear for railway cars, ashell I ha ving' forwardly opening chambers and rearwardly opening chambers, each in twin arrangement, a follower, preliminary springs in the rearwardly opening chambers bearing against the follower', compression resisting elements in each of the forwardly opening chambers, the shell being provided on either side with a median groove between the chambers, the follower being provided with wings adapted to reciprocate in said grooves.y

In a draft gear for railway cars, a shell, chambers in said shell in twin arrangement,

compression resisting elements in each of' 

